old man emu

The Sun is out. The sky is clear. I'm going outside for a game of horse shoes.

Oh! The girth this thread has created!!!

Coronation Street was in Manchester. Eastenders was in London.

I hear Coronation Street is ending. Seems the Council of Greater London Manchester wants to redevelop the area for trendy living, so all the old haunts have to be demolished.

No. 1 OK, I wasn't about to be the first past this post without adding my bit!

 

No. 2 I'd like to reassure the owner that all will be OK but I'm not one to geld the lily.

 

No. 3 This is a real night-mare scenario. It's bound to cost big bucks to fix.

 

No. 4 I could try to convince you that I wasn't here just because of the puns, but then I would be guilty of acting under foals pretences!???

Congratulations. Your first post and its a Superfecta!

Look out!!!

The wit is unbridled.

We did a secret poll. We'll trot out the results later.

This thread is going to founder because of these atrocious puns.

Once again the Colonials come to the defence of Mother England.

No. 452 Squadron RAAF - Wikipedia

Thanks, djpacro. Thanks for the corrections.

"air time matters as that is the usual KPI for progression through any flight training syllabus. "

But it should be competency, not time with the engine running, that determines progression. Also, the times set out in the syllabus are MINIMA.

Perhaps flying school should look at the way they determine rates of pay.

If an instructor is being paid according to the times recorded by some device that only records the time the plane has a pilot in the driver's seat, then how do you reward them for time spent showing a student the correct way to pre-flight, or even the time spent in pre-lesson briefing and post-lesson debriefing? Surely flying schools should be like maintenance facilities where employees are paid a set wage each week. That way, it would not matter to instructors if their time was being spent in ground school or in the air. It might give us pilots of a higher competence.

There is the problem, of course, of the young commercially licensed pilot who is just at the flying school to build up hours. For one, they don't have the experience that the old, "always been an instructor" blokes have, nor do they have the skills to effectively instruct. For another, in any other learning situation, an instructor is required to have undertaken training in how to teach. Not so for the holder of a flight instructor's licence.

I fly from a country airfield (Warwick) and my own aeroplane. Start up from cold until oil temps in the green takes a wee bit more time in cold weather than hot (Obviously!) but around ten minutes average (That’s a guess!). Taxi to 27 takes about 2minutes, 09 probably 5minutes. Don’t often have to worry about traffic.

Cold to Green = 10 minutes

Taxi time out = 2 to 5 minutes

Taxi time in = 2 to 5 minutes

Minimum Hobbs time = ( 10 + 2 + 2) is 14 minutes

Maximum Hobbs time = ( 10 + 5 + 5) is 20 minutes.

Minimum tacho time = (14 x 0.8) is 11 minutes

Maximum tacho time = (20 x 0.8) is 18 minutes

Let's say that the aircraft hire rate is $150/ hour.

Cost of minimum Hobbs time = 150 x (14/60) = $35

Cost of minimum tacho time = 150 x (11/60) = $ 27.50

Difference: Minimum Hobbs time > minimum tacho time by $7.50

Cost of maximum Hobbs time = 150 x (20/60) = $50

Cost of maximum tacho time = 150 x (18/60) = $45

Difference: Maximum Hobbs time > maximum tacho time by $5.00

Say that you do 50 hours in training, the saving by using tacho time:

20 minute taxying = 50 x $5 = $250

14 minute taxying = 50 x $7.50 = $375

One would think that if a flying school had any bookings at all for that day, the CFI would, as the first job of the day, carry out the daily inspections of each aircraft (or delegate the task to an instructor or other competent person) to make sure each aircraft was fit to fly. That would include an engine start and systems check. That would put some warmth into the engine.

It seems to me that many flying schools take a too laid back approach to operations. How often do you see instructors hanging around the school, like whores at the Chicken Ranch?

HOBBS -v- TACHO TIME

The Hobbs meter tells the pilots and engineers for how many hours the master switch has been ON, or the engine oil pressure has been "in the green". Tacho time is similar to Hobbs time but instead of measuring actual hours that the engine is running by using oil pressure or alternator activation, Tacho time measures engine RPMs.

Most flight schools use Hobbs time for charging customers an hourly aircraft rental rate. Tacho time is the preferred method for logging engine time for maintenance purposes. Since Tacho time cycles through the numbers slower at idle and low throttle settings, and faster at higher power settings, and Hobbs meters are a clock that measures the time between Master "On" and Master "Off", the difference between Hobbs and Tacho time can be up to 20 percent. The Hobbs meter reading will be higher, meaning less actual air time per flight.

The use of Tacho time encourages students and aircraft renters to utilize lower power settings instead of higher power, which is easier on the engines and more fuel-efficient. When was the last time that you flew at a 65% power setting, or used any tailwind component to allow you to use less power, but maintain the usual cruise speed of your aircraft? It will also increase your range as the quoted range in an aircraft's specs is usually the range at 75% power. Have you ever experimented to find out what the lowest engine revs your plane requires to maintain straight and level flight at constant altitude?

Using the Hobbs meter for determining flight time is a winner for the flying school, especially if you are suffering long waiting times to get to start you take-off roll. Using the Tacho reading for determining your total engine hours will save you money in maintenance costs that are length of usage costs.

So, if you want to get more air time for your dollar, negotiate with the flying school to be charged by tacho time. If they baulk at that, there's always the school next door. If you want to log your PIC or Dual time, wear a watch and record your start and stop times.

Also, if it's your own plane, look at flight planning using a combination of tailwind and power setting to get a suitable ground speed. (If you are a recreational pilot, simply out to "commit aviation with forethought" why do you have to run your engine with the throttle to the wall?)

Yellow Brick Road

Hey, I've got a suggestion. Skippy could just let it all go, until the finish has developed a "patina",

Then he'd have to change the title of this thread from "Stained Bottom" to "Black Bottom".

Onetrack suggests a replaceable vinyl coating. Sounds a bit like a nappy to me!!!

I wonder if the cause is some additive in the fuel. Which brand of fuel do you use regularly? Maybe it's the stuff that BP and Shell add as a cleaner and the stain is an accumulation over time of the cleaner and anything it has removed from tth engine.

The only place to get the correct answer is to have your insurance agent research and report. Remember, you are paying the agent a fee to monitor your insurance. Make the agent work for it. You never know, you might be doing your friends and neighbours a good turn by having the research done.

If the stain is extending that far back, then it's probably not heat. You'd expect the hot air to be dispersed by the time it gets that fat back

Sunlight household soap was introduced by the British company Lever Brothers in 1884. The Sunlight soap formula was invented by chemist named William Hough Watson, who also became an early business partner. Watson's process created a new soap, using glycerin and vegetable oils such as palm oil rather than tallow (animal fats).

Soap solubilizes particles and grime, which can then be separated from the article being cleaned. The insoluble oil/fat molecules become associated inside micelles, tiny spheres formed from soap molecules with polar hydrophilic (water-attracting) groups on the outside and encasing a lipophilic (fat-attracting) pocket, which shields the oil/fat molecules from the water making it soluble. Anything that is soluble will be washed away with the water.

Structure of a micelle, a cell-like structure formed by the aggregation of soap subunits (such as sodium stearate): The exterior of the micelle is hydrophilic (attracted to water) and the interior is lipophilic (attracted to oils).

Have you considered that the stain is not actually a deposit of combustion products, but actually the fibreglass being overcooked by the exhaust gasses?

Is the Temora collection going to be the RAAF's de facto "Battle of Britain Flight" type of thing?

I attended Northwestern at Evanston in 1990.

The worst thing is that you want to go flying, or sailing, or let someone else drive, and all you can think of is "Am I going to chuck?" While you are doing the activity, you get sweaty, your stomach churns, and you do those preliminary regurgitations. Finally you do the technicolor yawn. If you are lucky, you'll have a barf bag to hurl into. If not ?. Then you get shitty because once you chuck, the symptoms go away and you are as right as rain.